Auxiliary air-supply for internal-combustion engines.



W. B. A. SPRAY.

AUXILIARY AIR SUPPLY FOR INTERNAL COMBUSTION ENGINES.

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- A Speoication of Letters Patent.

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Be it known that I, WILLIAM B. A. Srimr, a subject of the King of Great Britain, re-

sidingat fVancouver, in the Province of British Columbia,l Canada, have invented certain new and useful Improvements in Auxiliary Air- Supplies for Internal-Combustion Engines, of which the following is a specicatiom 10 This invention relates to a means forcentrolling the admission of a supplementary supply of' air to an internal combustion engine vwhereby 'the amount of air so ap-v plied is automatically 35 of fuel to the engine.

' Many devices are in use in which attempt has been madeto proportionate an auxiliary supply of airto the requirements of the engine, either by a manually operated valve 2@ or by one mechanically operated coperatively with the movement of the throttle vvalve orotherwise, but all with which I am acquainted are ineffective in that the amount of air admitted is not directly controlled by 2B, tle demand of the engine on its fuel supp In the device, which is the subject of this application, the valve which admits the supplementary supply of atmospheric air to the regulated vto the iow t engine is automatically operated tolcontrol the amount of air so admitted by the changing vacuum existing in the gas delivery duct to the engine below the throttle valve which regulates that gas delivery, that is, between t the throttle 'and the source of fuel supply.

As it .isthe vacuum existing in the induction pipe whichinduces the iow of gaseous fuel, A

if the lthrottle is opened to admit the gaseous fuel the vacuum existing below the throttle t@ will be a measure of the amount of as which it is required to supply to the engine and this vacuum, below the throttle, is therefore the controlling agent to regulate how far the supplementary air supply valve shall t5 be opened to deliver air to the induction pipe, which delivery is made on the opposite or engine side of the gas throttle valve.

' reter, being cati n ofthe supplementary `air supply valve.

In these drawings 2l' represents the induction plpe -through which gas is supplied to the englne, and 3 the nozzle of the carbu- 0 the throttle valve by which the admlsslon o gas from the carbureter to the engine 1s regulated;

l From a position on the atmospheric side of, vand preferably adjacent theithrottle Patentes aan. a, ma.

valve 4, a small pipe 5 connects thespace below the valve with the upper end of a small cylinder 6in which is endwise movable,

against the' resistance of a light spring 13, a hollow. plston7, which-piston has a hollow stem 8 proJecti-ng from it which slidably :lits a reduced extension 9 of the cylinder 6, and adjacent itslower end has anannular chambering 10. In the bottom end of the cyllnder 6 opposite the connection of the pipe 5 a small vent 11 is-provided and a` similar vent 12 in the 'lower end of the extenslon 9. In the extension 9, which is adjacent the cylinder 6, and above the position of the. annular recess 10 of the stem 8 when the piston is in its normal position, is a l series of inlet apertures 14 progressively enlarging toward the cylinder until the. total area of all the apertures approximately corresponds to that of a port 15 on the opposite side of the extension 9,- to which port 15 is connected a pipe 16, the other end'of which is connected to the induction pipe 2 immediately above thethrottle 4f. This pipe 16 may pass through the exhaust chamber 17 or be otherwise exposed to a heating agency. With this arrangement, as the throttle .4 is

opened to admit gas tothe engine, the partlal vacuum induced `adjacent the throttle will a'ct throughl the pipe 5 and space in casing' above the piston, upon the light piston 7 of the cylinder 6, and will lift that piston against the light resistance ofthe spring 13 andbring the annular' chamber 10 formed in the stem 8 of the piston, to connect one or more of the air'inlets 14 to the air delivery port 15 on the opposite side. The amount'of air admitted to the induction pipe will thus be dependent on the vacuum prevailing below the throttle, which again will be dependent on the amount the throttle is opened and to the speed the engine is running at. The supplementary supply of atmospheric air will thus be properly proportioned to the How of fuel to the engine, and that air, if desired, may be heated by passage through the exhaust chamber 17, so that it will be in a favorable condition for effective combustion, and will vaporize any gas which may have condensed in the induction pipe.

It will be noted that as the areas of the stem 8 exposed to end pressure in the annular chamber l0 are balanced they cannot act to affect the movement of the piston. Further the air vents 11 and 12 being small in relation to the area of the piston 6 and the end of its stem 8 will prevent too rapid movement of thel piston either'. in opening or closing the air supply ports.

The essential feature of the invention lies in the connection of the supplementary air valve control to the fuel delivery to the engine below the throttle valve 4, whereby the amount of supplementary air admitted to the engine is directly controlled by the vacuum below the throttle, and therefore to the flow of fuel in response thereto.'

In the modification shown in Fig. 3 a seated valve is used instead of the piston cut-olf of the apertures 14 by the stem 8. The hollow stem 8 of the piston 7 is here formed with a conical end 25 which seats as a valve in the aperture of a partition 26 between a chamber 27 to which the atmosphere is admitted and a chamber 28 which is in communication with the induction pipe 2 of the engine by a pipe 16.

As a supplementary feature, a pipe 20 may be connected from the induction pipe 2 above the throttle valve and to the pipe 5 with a manually operated three-way valve 2l at the connection to that pipe, so that when the supplementary supply of air controlled by'the changing vacuum below the throttle is not required for combustion, as when the car is running down hill, the pipe 5 may be cut olf from the cylinder 6 and the connection to it established with the induction pipe 2, the constant vacuum in which will draw the piston 7 to the full upward limit of its movement and admit a full sup-A ply of air to the cylinders, which air will be drawn in and compressed, and will afford an eHective brake in going down an incline. In lother words, if control of the supplementary air admitted to the induction pipe is effected by the vacuum on the atmospheric side of the throttle, as when the cylinder 6 is in communication with the pipe 5, the amount of air admitted will lbe automatically proportionedto the requirements of the engine, but if it is derived from the engine side of the throttle valve, as when the cylinder is connected through the pipe 20, a maximum amount of air will be delivered to the induction pipe and will serve the desired object as a brake to the engine.

Having now particularly described In invention, I hereby declare that what I claim as new and desire to be protected in by Letters Patent, is:

1. In combination with. the carbureter and the intake pipe between the carbureter and the engine, said carbureter having a throttle valve;fof a duct for delivering auxiliary air into the manifold onl the engine side of the throttle valve, means governed by the suction produced on the carbureter side of the throttle valve for controlling the flow of auxiliary air through said duct.

2. In an internal combustion engine, the combination with an induction pipe through which gaseous fuel is delivered'to the engine and the throttle valve regulating such admission, of a pipe delivering a supplemen.

tary supply of airto the induction pipe on the engine side of the throttle valvea valve controlling the amount of air delivered through the pipe, means for holding that air control valve normally closed, and means operative by the partial vacuum von the atvalve, a valve controlling the amount of air` so delivered, means for holding that air control valve normally closed, and a piston connected to the valve which piston is endwise movable in a cylinder, and means for connecting the cylinder to the atmospheric side of the throttle valve whereby the partial vacuum therein will open the valve.

4. In an internal combustion engine, the combination with the carbureter having a throttle valve and the induction pipe between the carbureter and the engine through which the gaseous mixture is delivered to the engine, of an air admission valve, a duct governed by said air admission valve 'for delivering auxiliary air into the induction pipe between the throttle valve and the engine, said air valve including a vacuum chamber, a duct between said vacuum chamber and the delivery end of the carbureter on the carbureter side of the throttle valve.

5. In an linternal combustion engine, the combination with the carbureter having a throttle 'valve and the induction pipe between the'carbureter and the engine through which the gaseous mixture is delivered to the engine, of an air admission valve, a duct governed by said air admiion valve for delivering auxiliary air into the induction,

pipe between the throttle valve and the engine, said air valve including a vacuum chamber, a duct between said vacuum chamber and the delivery end of the carbureter on the carbureter vside'of the throttle velve, and a supplemental duct between said vacuum chamber and the induction pipe on the engine side of said throttle valve, and a three-way valve for effecting communication between said vacuum-chamber' and the respective ducts. v

6. ln combination with a Carbureter, the induction pipe from .the carbureter to the engine and the carbureter throttle Valve; of e seperate auxiliary air valve, said auxiliary air valve including a, casing, airv ports in said casing, e valve for controlling said air ports, a duct between said air ports and said casing and the induction pipe, said casing including a suction chamber coperetive with seidfair valve, e duct between said suction chamber and said carbureter side of the throttle valve whereby air may be admitted to the induction pipe according to the vacuum on the carbureter side of the throttle valve, and an auxiliary duct between said suction chamber and said induction pipe whereby said air yValve may be opened to supply air to the induction pipe when said throttle valve is closed, and means for controlling the suction through the respective ducts that communicate with the suction chamber.

ln testimony whereof l ailix'my signature.

` WILLIAM B. A. SPRAY., 

